Terminal and En Route Area Navigation (RNAV)
Operations. RNAV1 procedures must maintain a total
system error of not more than 1 NM for 95% of the
total flight time.

2. For procedures requiring GPS, if the

navigation system does not automatically alert the

flight crew of a loss of GPS, the operator must

develop procedures to verify correct GPS operation.

REFERENCE-
AIM, Global Positioning System (GPS)
Paragraph 1-1-17 k, Impact of Magnetic Variation on PBN Systems

5-4-2. Local Flow Traffic Management Pro-
gram

a. This program is a continuing effort by the FAA

to enhance safety, minimize the impact of aircraft

noise and conserve aviation fuel. The enhancement of

safety and reduction of noise is achieved in this

program by minimizing low altitude maneuvering of
arriving turbojet and turboprop aircraft weighing
more than 12,500 pounds and, by permitting
departure aircraft to climb to higher altitudes sooner,
as arrivals are operating at higher altitudes at the
points where their flight paths cross. The application
of these procedures also reduces exposure time
between controlled aircraft and uncontrolled aircraft
at the lower altitudes in and around the terminal
environment. Fuel conservation is accomplished by
absorbing any necessary arrival delays for aircraft
included in this program operating at the higher and
more fuel efficient altitudes.
b. A fuel efficient descent is basically an
uninterrupted descent (except where level flight is
required for speed adjustment) from cruising altitude
to the point when level flight is necessary for the pilot
to stabilize the aircraft on final approach. The
procedure for a fuel efficient descent is based on an
altitude loss which is most efficient for the majority
of aircraft being served. This will generally result in
a descent gradient window of 250-350 feet per
nautical mile.
c. When crossing altitudes and speed restrictions
are issued verbally or are depicted on a chart, ATC
will expect the pilot to descend first to the crossing
altitude and then reduce speed. Verbal clearances for
descent will normally permit an uninterrupted
descent in accordance with the procedure as
described in paragraph b above. Acceptance of a
charted fuel efficient descent (Runway Profile

Descent) clearance requires the pilot to adhere to the
altitudes, speeds, and headings depicted on the charts
unless otherwise instructed by ATC. PILOTS
RECEIVING A CLEARANCE FOR A FUEL
EFFICIENT DESCENT ARE EXPECTED TO

ADVISE ATC IF THEY DO NOT HAVE RUNWAY

PROFILE DESCENT CHARTS PUBLISHED FOR

THAT AIRPORT OR ARE UNABLE TO COMPLY

WITH THE CLEARANCE.

5-4-3. Approach Control
a. Approach control is responsible for controlling
all instrument flight operating within its area of
responsibility. Approach control may serve one or
more airfields, and control is exercised primarily by

direct pilot and controller communications. Prior to

arriving at the destination radio facility, instructions

will be received from ARTCC to contact approach

control on a specified frequency.

b. Radar Approach Control.
1. Where radar is approved for approach control
service, it is used not only for radar approaches
(Airport Surveillance Radar [ASR] and Precision
Approach Radar [PAR]) but is also used to provide
vectors in conjunction with published nonradar
approaches based on radio NAVAIDs (ILS, VOR,
NDB, TACAN). Radar vectors can provide course
guidance and expedite traffic to the final approach
course of any established IAP or to the traffic pattern
for a visual approach. Approach control facilities that
provide this radar service will operate in the follow-
ing manner:
(a) Arriving aircraft are either cleared to an
outer fix most appropriate to the route being flown
with vertical separation and, if required, given
holding information or, when radar handoffs are
effected between the ARTCC and approach control,
or between two approach control facilities, aircraft
are cleared to the airport or to a fix so located that the
handoff will be completed prior to the time the
aircraft reaches the fix. When radar handoffs are
utilized, successive arriving flights may be handed
off to approach control with radar separation in lieu
of vertical separation.
(b) After release to approach control, aircraft
are vectored to the final approach course (ILS, RNAV,
GLS, VOR, ADF, etc.). Radar vectors and altitude or
flight levels will be issued as required for spacing and
separating aircraft. Therefore, pilots must not deviate